Airship



Nov. 17, 1931. E. REYNOLDS AIRSHIP Filed Feb. 8, 1929 5 Sheets-Sheet 1 an ue 1 Not Edward L'eonardfiqynolds,

Nov. 17, 1931.

E. L. REYNOLDS IAIRSHIP Filed Feb. 8. 1929 5 Sheets-Sheet 2 NOV. 17, 1931. REYNOLDS I 1,832,790

5 Sheets-Sheet 4 &9

\ gwuentoc Edward Leonard Rgnoldgg AIRSHIP E. L'. REYNOLDS Filed Feb. 8. 192 9 Nov. 17, 1931.

Nov. 17, 1931. E. REYNOLDS AIRSHIP Filed Feb. 8. 1929 5 Sheets-Sheet 5 a. Wa /M Patented Nov. 17, 1931 EDWARD-LEONARD REYNOLDS, OI TULSA, OKLAHQMA' AIRSHI? Application filed February 8, 1929. Serial No. 388,504.

This invention relates to heavier-than-air flying machines and while the features forming' the subject matter of the invention are useful with various types of aeroplanes, they" are especially intended for embodiment in relatively large passenger'carrying air craft to be used in neogtiating relatively great distances.

I'have noted that the ordinary aeroplane in present-day use, has its propelleror propellers "located forwardly of the body of the machine or of the engines which drive said propellers and consequently a large proper tion of the air forced rearwardly by" the propelling means reacts against the surfaces of the machine and this energy is, thereby wasted. One of the objects of the present invention is to provide in an aeroplane, tubes or thelike inwhich the propellers are 10- cated, and as these tubes are'nor'mally unobstructed, 'the air' forced rea'rwardlyby, the propellers impinges against the surface of the tubes and'tlius tends to sustain the craft in flight.

A further object of the invention is to combine with such tubes, movable back stops or resistance members, which when thrownacross the lines of'the tubes, will receive the impact of the. air driven rearwardly the propellers and will tend to dissipate the discharged air without affecting the sustaining powerfurnished by this-,air. The back 1 stops are so constructed and arranged as ot to prevent the discharge of air from the rear" ends of the tubes, but to simply receive the impactof this air when desired,

for the purpose of retarding the forward movement of the plane. This feature will 5 enable the speed of the craft to be brought to a minimum, for instance, when making a landing of the like, poising or hovering in air' for observation etc.

Another object of the invention is to provide novel means for actuating said back 43 sto'psi such means being so constructed asto' effectively reslst the great pressures to which the back. stops are subjected.

3 A .still further obiect is to furnish an. air

craft including a hull especially designed to facilitate the speed and sustaining power of the craft while in flight and which will be seaworthy in case the craft is called upon to alight on water; The bow of the hull 1s so shaped that in travelling through the air, the air striking the how will have a tendency to lift the lane upwardly, and the midship portion 0? the hull has ts under surface specially shaped to rovidesustalmng area, while the stern is 0 streamline. con guration to facilitate the speed of the craft. Furthermore the hull has lateral fins which act as sustaining surfaces in flight and as stabilizing means when the hull is on the water.

Another object is to furnish an aeroplane which due to'the large sustaining surfaces of the body requires only relatively short planes or wings. Consequently when such a ship is on rough water, the wings will not interfere with the steadiness, of the craft.

Another objectis to provide a machine of this'type including a plurality of air. tubes with propellers therein, and a common shaft from which the power is transmitted to all of the propellers. The tube arrangement is such that the power plant, such as an internal combustion engine or engines, may be housed in a' space located between the tubes, whereby the l'east possible resistance to forward travel will be achieved.

Another object is to provide tubes for this purpose including forward sections and novel means for swinging such sections to permit the propellers to move the plane directly upward when this is necessary.

A still further object is to furnish a ma-' chine of this character including novel means for driving the propellers in the movable sections of the tubes regardless of the position of such sections.

Itis' also anobject to furnish an air craft including-novel means for storing and releas ing a parachute. I

With the foregoing objects outlined and with other obiects in view,.which will appear as the description proceeds, the invention cons sts in'the novel features hereinafter described in, detail, illustrated in the v accompanving drawings. and more particularly pointed out in the appended claims.

Referring to the drawings,

Fig. 1 is a top plan view of my improved aeroplane.

Fig. 2 is a side elevation of the same.

Fig. 3 is a transverse vertical sectional View on the line 33 of Fig. 2.

Fig. 4 is a side elevation, partly in section and showing the means which I have devised for swinging the forward ends of the propeller tubes about a horizontal axis.

Fig. 5 is a transverse vertical sectional view of a detail.

Fig. 6 is a transverse sectional view on the line 6--6 of Fig. 2.

Fig. 7 is an enlarged top plan view of a portion of the plane, partly in horizontal section: the section being taken on line 7--7 of Fig. 6, and showing the back stops open.

Fig. 8 is a view similar to Fig. 7 but showing the back stops moved into closed position.

Fig. 9 is a longitudinal vertical sectional view of a detail on the line 9-9 of Fig. 8. Fig 10 is a lon itudinal vertical sectional view of a detail illustrating the means for driving the propellers in one of the lower tu es.

Fig. 11 is a similar view and illustrating of the hull 2 and the super-structure 3.

As before stated. the hull is of special form and its bow projects forwardlv and upwardly as shown at 4 in Fig. 2. The under surface of the bow is hollowed out, as shown at 5 and this provides sustaining surfaces 6 at opposite sides of the keel 7; the surfaces 6 gradually curving rearwardly, downwardly and toward the sides 8 of the hull, whereby the air rushing against the surfaces 6 while the plane is inflight, will not alone tend to lift the bow upwardly but the air streams will glide rearwardly along the surfaces 6 and will not resist a forward movement of the machine.

From Fig. 3 it may be seen that the sustaining surfaces 6 at their lower ends merge into substantially horizontal sustaining surfaces 9 whichextend from the bow to the stern. The surfaces 9 are also hollowed out as shown at 10 to provide longitudinally extending inverted trough shaped surfaces which also assist in sustaining the plane the sustaining surfaces of the hull.

tion as stabilizing means to prevent the hull from rocking.

Stream line surfaces 13 are provided at opposite sides of the stern 14 of the hull and these surfaces curve gradually inwardly from the rear end 15of the sides of the hull to the stern post 16. This confi uration facilitates flying and enables the hu 1 to be readily maneuvered on the water.

Owing to the improvements which I have provided, the entire interior of the hull may be employed for passengers or freight, as it is not necessary to place the engine or engines within the hull. My improvements permit the engine or engines to be positioned in a compartment 17 at the forward portion of the deck (see Fig. 3).

The super-structure is made up principally of an upper central tube 18 and lower side tubes 19, all of rigid construction and securely connected together and to the hull. From Fig. 3. it may be seen that the forward ends of the lower tubes 19 have their outer surfaces merging into the surface 6 of the hull (see 20). These tubes extend lengthwise of the ship and the rear ends of the lower tubes converge and merge into a common outlet 21 while the rear end of the upper tube is flared as shown at 22. Propellers 23 in these tubes function to drive the machine forwardly and as the tubes are unobstructed normally. the air forced by the propellers acts against the inner surfaces of the tubes and, thereby sustain the craft in flight. As the tubes are unobstructed no resistance is normally offered to the movement of the air through the tubes, .1

For the purpose of offering resistance to the passage of air through the tubes 18 and 19 and to thereby retard the speed of the ship, pivoted back stops 24 are providedship. The quadrants are actuated by a pis ton 28 arranged in a compressed air cylinder 29. Vhen air is admitted to either end of this cylinder, the piston will be moved in the proper direction and it will carry along a rod 30 which is pivotally connected at 31 to links 32 that are in turn pivotally connected at 33 to the quadrants 27. This construction provides rugged means for readily moving the back stops 24 from the position which they occupy in Fig. 7 to the position which they assume in Fig. 8.

From Fig. 2 it may be seen that the forward end of the upper tube 18 is cut away below as shown at 35, so'as to provide a forwardly projecting arc-shaped sustaining surface within the tube. It will also be noted from this figure, that all the tubes are gradually inclined downwardly from frontto rear, me a is clear from Fig. that-thewall 36 of the flaredrear'end of the'upper' all of the tubes terminate in a common out- 7 41 which are normally closed by the back stops. The upperand lower portions ofthe surface 38 are also shaped as shown at 42 and 43 so as to direct some of'the air downwardly through ports 44' provided in the bottom "of the common tube outlet 37 As the back stops when in'transverse position are also spaced apart,some' ofthe air from 'the tubes will travel-between theback stops and be discharged through the common outl t 3 I x It has been proposed heretofore to provide shutters for closing the rear ends 0 propeller tubes for retarding purposes, but in such arrangements, immediately the'shutters are closed," the sustaining power pro= P vided by the air currents through the tubes are lost. My arrangement overcomes this disadvantage for the back stops when in transverse position, obstruct only portions of the air streams and the rema ning por-.

I tions of said streams pass between and.

around the back stops. It will, therefore, be understood that my invention enables the craft to be retarded without materially affecting the sustaining function of the tubes,

or the stabilizing properties of the empennage.

A mam -w1ngor plane-45 is rigidly con-' nected to'the superstructure andis provided with conventional ailerons 46. A second plane or wing structure 47 is also rigidly secured to the 'sides'of the upper tube 1 8, and merge into the outer walls'of the tubes 19,

which merge with the ships ihullor outer tubes 19', the'yido notprojectilaterally to as great an extent. Furthermore, none of the wings extend laterally any material distance beyond the side surfaces of the hull, and consequently, when it is necessary to bring the craft on \tothesurface of rough water, the wings will not interfere with the stability of-thehullz-l, i

In order that thecra ft may be driven substantially vertically when desired, the forward-endsor sections 49 of the tubes 19 are mounted to swing about a horizontal axis 50. For this purpose, the meeting ends of the main tube and pivoted section 49 meet on areshaped lines 51, and the center of the arc is the axis 50. Consequently, the section 49 may swing without interference. As shown in Fig.2, the edge line 51 terminates at its lower'end in a vertical joint 52, and the edges on this line in effect form abutting stops to assist the sections 49 to remain in normal horizontal position. I also prefer to provide the lower ends ofthe sections 49 with upwardly and outwardly curved surfaces 53 which form continuations of the surfaces 6, so that the tube sections in their normal position, will not interfere with the lifting function of the surfaces 6.

As best shown in Fig. 5, each swinging section 49 is provided with a cross-wise sleeve 54 which-extends along the axis 50 and has its ends rigidly connected to'the tubular section.= A-gear'box55 is arranged intermedi ate the ends of the sleeve 54, and is braced by rods 56 which connect the gear box to the top-and bottomof the movable tubular section-49. The inner end of each sleeve 54 extends into the engine room 17, and as shownin Figs; 4 and 5,- it is rigidly connected with a f toothed quadrant 57 which meshes with a similar-quadrant 58. The quadrants 58 are fixed to a rock shaft 59 that is journaled in osts 60, and this shaft is actuated by arms- 61 that are fast on the shaft. Other arms 62 are pivotally mounted on extensions of the sleeves 54=as at 54a, and the arms 61 and 62 are pivotally-connected by links 64 to a cross rod-65.- The latter, as shown in Fig. 4,. is joined to the'rod 66 of a piston 67 which reciprocates in a cylinder 68. Compressed air or othersuitable pressure fluid mavbe admitted to either end'of this cylinder, through pipes-69, and may be employed'to move the piston in opposite direction. lVhen the pistonis moved in one direction, the swinging tube sections 49 will have their forward ends directed upwardly, so as torcause-the air to travel therethrough in a downward and rearward direction by the propellers 23. These propellers are mounted'on shafts 70 which are journaled in the gear boxes 55, and pro- .vided with worm gears71. These gears are driven byworm pinions 72 on the counter shaft 63, andat this point, it will be noted thatthis counter shaft is journaled in the sleeves54.. I

Within the engine room 17, the shaft 63 is provided with a worm 73, driven by a worm pinion 74 onan engine shaft 75. As the counter-shaft 63 is driven by worm gearing from the engine 77-, it will be understood that the power will be uniformly transmitted to the propellers 23 in the swinging sections 49, regardless of the position of said sections.

The mechanism for transmitting motion from the engine shaft 75 to the propellers in the upper tube, is clearly shown in Fig. 11. From this figure, it may be seen that bevel gearing 7 9 transmits movement from the shaft 75 to a vertical shaft 80, and that the latter drives similar gearing 81 in a gear box 82, located in the upper tube 18. The shaft 80 extends through a reinforcing sleeve 83 which is preferably extended upwardly as shown at 84, to the top of the upper tube 18. The gearing 81 drives a shaft 85 which drives the propellers 23 of the upper tube.

From the foregoing it may be readily seen that a single engine 77 may be employed to drive all of the propellers, and this without interference, when the tubular sections 49 are swung to various positions.

Landing wheels 86 are provided for the hull, and as shown in Fig. 2, these landing wheels are preferably so arranged that they may be drawn within the hull by means of cylinders and pistons 87, when desired. Furthermore, when they are in projected posi tion, cushions of air or the like, between the tops of the cylinders and the pistons will acts to absorb shocks when the craft lands on the earth. Of course, when the ship alights on water, or is in flight, the wheels 86 may be elevated to a position within the hull, and then they will not interfere with the navigation of the craft on the water or retard the same in flight.

I prefer to provide the rear end of the hull with a combined water and air rudder 88,.

and with elevators 89 to take care of horizontal and vertical maneuvering.

Due to the construction and arrangement of the tubes 18 and 19, the area of the common outlet 37 at the rear ends of the tubes, is slightly greater than the total area of the front portion of these tubes, and as the back stops 5% may be swung into position to obstruct the air discharging from the common outlet, the machine may poise in the air for ing against the earth, will tend to quickly move the craft substantially vertically upward, and this feature will also be beneficial in reducing the size of the landing field or the like.

Another safety factor of the craft may be provided as shown in Fig. 11, that is, the common driving shaft 75 may not alone be driven by the engine 77, but it may also be actuated by a second or multiple engine 100, arranged in tandem relation with the engine 77, and clutches 101 and 102 may be provided to clutch either or both engines to the shaft,

75. This improvement will allow either engine to be repaired while the other is driving the ship, and as my invention enables these engines to be housed in a protected engine room 17, obviously there will be no danger to the mechanic whi e repairing either engine during flight. Moreover, the tandem arrangement of engines permits greater or less power to be imparted to the propellers when needed.

As a further safety factor, I propose to provide the upper side of the tube 18 (Fig. 3), with a parachute storage compartment 90, having a seam 91 centrally along its top which may be formed by hookless fasteners or what is known as the zipper fastener. Such fastening Will be provided with a rip cord so that the compartment 90 may be instantaneously opened to allow a parachute attached to the craft, to be released.

I might also mention that as the back stops 24 are always spaced apart, a swift air stream is constantly directed against the rudder 88 and elevators 89 while the craft is in flight, and this facilitates the guiding of the machine and enables the size of the rudder and elevators to be reduced. If the back 4 end of the hull.

It will be appreciated from the foregoing description, that I have invented an air craft of novelconstruction, and one which is particularly adapted to carry heavy loads over long distances. and furthermore, one which,

if forced to ,alight on rough water, will be equally as sea worthy as a water craft having a similarly shaped hull, as the super-structure design, including the wings, are especially adapted to prevent the boat from hazards due to wind or rough water.

While I have disclosed what I now consider a preferred embodiment of the invention in such manner that the construction, operation and advantages of the same may be readily appreciated by those skilled in the.

art, I am aware that various changes may be made in the details disclosed, without departing from the spirit of the invention, as expressed in the claims. 1

As one example of such a change, I contemplate, as shown in Fig. 1 in dotted lines, extending the main engine shaft 7 5 forwardly over the bow, and mounting an auxiliary propeller 200 on the same.

It will also be observed that the hull of 'my improved air ship is designed to provide adequate space for the accommodation of passengers. freight. mail or other matter. and that the under surface of the hull constitutes 5 wardly a sustaining means, and operates as an auxiI- iai%wing surface when the ship is in action. hat claim and desire to secure by Letters Patent is I 1. An airship, including a hull having a bow portion, a mid-ship portion and a stern portion, the mid-ship portion having substantially parallel side surfaces merging into the bottom surface, and fins projecting laterally from the meeting lines of said surfaces, the bottom surface of the mid-ship. portion being provided at opposite sides of the keel with longitudinally extending inverted troughs, the top lines of which incline downfrom front to rear.

2. An airship, including a hull having a bow portion, a mid-ship portion and a stern portion, the mid-ship portion having substantially parallel side surfaces merging into the bottom surface, and fins projecting later-- ally from the meeting lines of said surfaces,

- the bottom surface of the mid-ship portion being provided at opposite sides of the keel with longitudinally extending inverted troughs, the top lines of which incline downwardly from front to rear, said stern portion having stream line surfaces which merge ,into the side and bottom surfaces of the midship portion. 7

3. An airship, including a hull and a superstructure, said super-structure being provided with a plurality of longitudinally extending propeller tubes, one of said tubes being arranged above the others, and the upper tube having the upper portion of its rear end flared into an outlet, the lower tubesterminating 1n said outlet.

4. In an airship, a super-structure provided with longitudinally extending propeller tubes, and pivotally mounted back stops cooperating with the tubes toobstruct, control and direct the discharge of air therefrom, each of said back-stops having the upper end of its front surface projecting forwardly,

and the lower end of its front surface ex tending rearwardly.

5. In an airship, a super-structure having propeller tubes and movably mounted back stops cooperating with the tubesto obstruct, direct and control the discharge of air therefrom, the front surface of each of said back stopsextending forwardly at its inner end and extending rearwardly at its outer ends.

6. In an airship, a super-structure provided with an upper intermediate tube and lower lateral tubes, propellers arranged in the tubes, said tubes terminating at their rear ends in a common outlet, and movably mounted back stops arranged to be extended across said outlet for partially obstructing the flow of air from the tubes.

7. In an airship, a hull havin the under surface of its bow portion shape for lifting and sustaining purposes, withan arch-shape channel gradually flattening toward is rearof the hull, and propellers arranged within the tubular super-structure.

' 8. Inan airship, a tube having a pivotally mounted section, propellers mounted in the section, means foredriving the propellers,

means including toothed quadrants for swinging said section, and means including a cylinder and piston for actuating the quadrants to swing said section.

.9. In an airship, propeller tubes having swingable sections arranged side by side, sleeves formingbearing means for the swinging sections, a counter shaft extending through the sleeves for driving the propellers, toothed quadrants fixed to said sleeves, arock shaft, toothed quadrants meshing with the first mentioned quadrants and fixed to said rock shaft, and means for rocking said rock shaft.

10. In an airship, a pair of longitudinally extending tubes, having swinging sections, sleeves extending into the tubes, a housing in which the sleeves are journaled, means ineluding toothed quadrants for simultaneously turning the sleeves and moving the tube sections, a counter shaft'extending through said sleeves, propellers in the tubes driven from the counter shaft, and means for driving said counter shaft.

- 11. In an airship, a .hull including a bow portion having laterally extending surfaces which progress fromthe bow portion of the keel line gradually downwardly, rearwardly and outwardly, tubes mounted on the hull and'arranged to guide'air travelling rearwardly through the tubes on to said surfaces of the bow, and propelling means arranged in said tubes.

12. A flying machine including a hull and a super-structure, said super-structure being provided with longitudinally extending tubes which merge at their rear ends in a common outlet of greater area than the total area of the front portions of the tubes, driven propellers arranged in the tubes, and movable back stops cooperating'with the tubes and adapted to be moved into positions cross-wise of the outlet to obstruct the discharge of air axially from said outlet.

13. In an airship, a tube having a pivotal- 1y mounted section, propelling means in said section, means including a shaft member for driving the propelling means, a sleeve mem element.

14. An aircraft, including a hull having a bow portion, a midshi portion and a stern portion,a keel lying ong the undersurface of said hull, said bow portion havinglaterally extending surfaces on either side of said keel which progress from the bow portion of the keel line gradually downwardly, rearwardly and outwardly, forming gradually flattening arches whereby the bow portion of the hull co-ordinating with impact of atmospheric pressure thereon, developed in travelling forwardly, automatically acquires an angle of ascension and direction by air force, in the take-off and flight of the aircraft.

15. An airship, including a hull provided with wings, propelling means therefor, said hull being designed to provide a relatively large internal space, a keel lying along the under-surface of said hull, said under-surface being channeled on either side of said keel to constitute sustainin means and operating as auxiliary wing surfaces when the airship is in flight, said channels flattening gradually toward their rearward extremities.

In testimony whereof I afiix my signature.

EDWARD LEONARD REYNOLDS. 

